Wheel-fender.



No. 723,927. PATENTED MAR.31 1903.

B. F. SGHMOLDT a; P. 0. WALTER.

WHEEL FENDER.

APPLICATION FILED JULY 1. 1902.

N0 MODEL. 2 SHEETS-SHEET 1 HIM:

Witness INO- 723,927. PATENTED MAR. 31, 1903. B. F. SGHMOLDT & P. .0. WALTER. WHEEL FENDER.

APPLICATION FILED JULY 1, 1902.

NO MODEL. 2 SHEETS-SHEET 2 Qf f 6 mgww fl 5 Witnesses a 5 a @M m UNITED STATES PATENT OFFICE.

BARNEY F. SCHMOLDT AND FREDRICK C. WALTER, OF CLEVELAND, OHIO.

WHEEL-FENDER.

SPECIFICATION forming part of Letters-Patent No. 723,927 dated March-31, 1903 I Anplication filed July 1 1902. s rain 113,925. (No model.)

To all whom it may concern:

Be itknown thatwe, BARNEY F. SCHMOLDT and FREDRICK O. WALTER, citizens of the United States, residing at Cleveland, in the county of Ouyahoga and State of Ohio, have invented certain new and useful Improve+ ments in Wheel-Fenders; and We do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanyingdrawings, and to the figures of reference marked thereon, which form a part of this specification.

This invention relates to wheel-fenders of that class in which a forward main or tripping fender operates on contact with a person or object to drop a rear scoop or fender.

The object of the invention is to form an improved construction which will prevent mutilation or injury by the wheels of a person struck, due to the fender lifting and riding over such person, as is now frequently the case.

A further object is to form an. improved construction by means of which the scoop will 7 be held closer to the ground'afterit is tripped.

Further advantages of simplicity and construction will be apparent from the following description when read in connection with the accompanying drawings in which-- Figure 1 is a side elevation of the fender. Fig. 2 is a top plan view thereof detached from the car. Figs. 3 and 4 are side elevations in different positions of a modification. Fig. 5 is a side view of another modification. Fig. 6 is a detail .in section of a part of the fender shown in Fig. 5.

Referring specifically to the drawings, 6 indicates the frame of the car-platform. .The side bars 7 of the main or tripping fender are pivoted in hangers 8, secured to the under side of the car-frame. This fender projects in advance of the car, and its forward end isturned up, as at 7*, so that it will readily ride over aperson or object. The distance between the lowest point of the fender and the road-bed is small, so that a person or object of any considerable size may not pass under the fender without lifting the same. The side bars 7 are extended behind the pivots, as at 7*, forming levers to operate the scoop 9 in arms and the side bars 7.

the rear of the tripping-fender. This scoop is pivoted at 10 in hangers secured to the under side of the car-frame.

11 indicates springarms which are attached atone end to the side bars of the scoop 9 and project forwardly under the rear ends of the bars 7, with which they are retained in contact by bolts 12. 'lhese bolts'work freely in slots 11", formed in the spring-arms, and serve to permit a sliding contact between the The front of the scoop is provided with a rubber shoe 9 to decrease shock and to prevent the scoop from catching on minor obstructions or irregularities in the track.

13 is a notched bar which is pivoted to the scoop 9 and acts as a ratchet to prevent the scoop from lifting, This bar works through a slot 1M in a bracket 14:, attached to the carframe, and is held in engagement with the bracket by spring 15. I

The main or tripping fender has a large excess of weight forward of its pivot, and by the connection with the scoop the excess of weight normally causes the fender to take its lowest position and the scoop its highest position raised from the ground, the ratchet 13 being manipulated to allow this efiect. When v of the bars 7 on the arms 11 drops or forces the scoop down until its point contacts with the road-bed, in which position the engagement of the teeth of the ratchet 13 with the bracket 14 keeps the scoop down. The arms 11 are sufficiently elastic to yield downwardly and allow the tripping-fender to lift high enough to ride over the largest person or object which would ordinarily be encountered.

In the modification shown in Figs. 3 and 4 the rear ends of the bars 7 are provided with rollers 7, which bear upon the side bars of the scoop 9. These side bars are preferably formed of channel-iron, and the rollers run in the channels. A shoulder or offset 9 is formed by a bend in each of the bars9, and arms 9 project forwardly from said bars and normally rest upon the rear extensions 7 of the side bars 7, as shown in Fig. 3. In this position the excess of Weight of thetrippin'gfender forward of its pivot lifts the scoop by pressure under the arms 9 When the front end of the tripping-fender strikes and rides over a person or object, the scoop immediately falls by its weight and by the pressure and movement of the rollers 7 on and over the shoulders 9". -In this position the springlatch 13, pivoted to the car-frame, engages over the arms 9, as shown in Fig. 4, and prevents the scoop from lifting.

In the modification shown in Figs. 5 and 6 a yielding and operative connection between the tripping-fender and the scoop is formed by means of cylindrical casings 14, each of which is pivotally connected at its lower end to the side bar of the scoop and receives in its upper end a bar or plunger 14, pivotally connected to the rearend of the side bar 7 of the tripping-fender. The plunger 14 is headed, as at 14, to engage the shoulder 14 in the casing to prevent withdrawal. The casing contains a coiled spring 14 in compression against the plunger 14. In this construction the excess of weight of the tripping-fender forward of its pivot holds up the scoop. When the fender strikes and rides over a person, it drops the scoop in an obvious manner and the spring 14 takes up any excess motion due to the size of the object or person encountered.

What we claim is- 1. The combination of a front fender pivotally hung from the car-frame and having extensions behind its pivot and an excess of weight in front of its pivot, of a rear scoop hung from a fixed pivot on the car-frame, and a connection between the scoop and the said extensions whereby the scoop is normally lifted by said-excess of weight, said connection being constructed to positively force the scoop down to the road-bed on the initial lift of the fender and to yield to permit further lift thereof.

2. The combination of a front tripping-fender pivoted to the car-frame and having an excess of weight forward of its pivot, a rear scoop also pivoted to the car-frame, connecting means between the fender and the scoop operating to normally lift the scoop by said excess of weight, and to drop the scoop on initial lift of the fender, and to yield to permit further lift of the fender, and a latch engaging the scoop to hold the same down when dropped.

3. The combination of a front tripping-fender pivoted to the car-frame and having an excess of weight forward of its pivot, of a rear scoop pivoted to the car-frame and normally supported above the road-bed by said excess of weight, a yielding connection between the fender and scoop acting to normally support the scoop and to depress the same when the fender is lifted, and ratchet means o'perating between the car-frame and the scoop to hold the latter down when it is dropped.

4. The combination with a front fender pivoted to the car-frame and having bars extending behind the pivots, of a scoop pivoted to the car-frame behind the fender,springs attached to the scoop and bearing against the said bars, whereby a yielding connection is formed to depress the scoop when the fender is lifted, ratchet-bars attached to the scoop, and brackets attached to the car-frame and engaged by the ratchets when the scoop is dropped, to prevent it lifting.

5. The combination with a front pivoted fender having extensions behind its pivots, of a scoop pivoted behind the fender, springarms projecting forwardly therefrom, a slotand-bolt connection between the'said arms and extensions,whereby movement of the fender is communicated to the scoop, a bracket fixed to the car-frame, and a ratchet-bar attached to the scoop and engaging the bracket to prevent lift of the scoop after drop thereof.

In testimony whereof we do affix our signatures in presence of two witnesses.

BARNEY F. SOHMOLDT. FREDRICK C. WALTER.

\Vitnesses:

JOHN A. BOMMHARDT, LOTTIE NEWBURN. 

